The offshore environment
offers unique applications and challenges for helicopter
pilots. The mission demands, the nature of oil and gas
exploration and production facilities, and the flight
environment (weather, terrain, obstacles, traffic), demand
special practices, techniques and procedures not found in
other flight operations. Several industry organizations
have risen to the task of reducing risks in offshore
operations, including the Helicopter Safety Advisory
Conference (HSAC) (www.hsac.org),
and the Offshore Committee of the Helicopter Association
International (HAI) (www.rotor.com).
The following recommended practices for offshore
helicopter operations are based on guidance developed by
HSAC for use in the Gulf of Mexico, and provided here with
their permission. While not regulatory, these recommended
practices provide aviation and oil and gas industry
operators with useful information in developing procedures
to avoid certain hazards of offshore helicopter
operations.

NOTE-
Like all aviation practices, these recommended practices
are under constant review. In addition to normal
procedures for comments, suggested changes, or corrections
to the AIM, any questions or feedback concerning these
recommended procedures may also be directed to the HSAC
through the feedback feature of the HSAC web site (www.hsac.org).

b. Passenger Management
on and about Heliport Facilities

1. Background. Several incidents involving offshore
helicopter passengers have highlighted the potential for
incidents and accidents on and about the heliport area.
The following practices will minimize risks to
passengers and others involved in heliport operations.

2. Recommended
Practices

(a) Heliport facilities should have a
designated and posted passenger waiting area which is
clear of the heliport, heliport access points, and
stairways.

(b) Arriving passengers and cargo should be
unloaded and cleared from the heliport and access
route prior to loading departing passengers and cargo.

(c) Where a flight crew consists of more
than one pilot, one crewmember should supervise the
unloading/loading process from outside the aircraft.

(d) Where practical, a designated facility
employee should assist with loading/unloading, etc.

c. Crane-Helicopter
Operational Procedures

1. Background. Historical experience has shown that
catastrophic consequences can occur when industry safe
practices for crane/helicopter operations are not
observed. The following recommended practices are
designed to minimize risks during crane and helicopter
operations.

2. Recommended
Practices

(a) Personnel
awareness

(1) Crane operators and pilots should
develop a mutual understanding and respect of the
others' operational limitations and cooperate in the
spirit of safety;

(2) Pilots need to be aware that crane
operators sometimes cannot release the load to
cradle the crane boom, such as when attached to wire
line lubricators or supporting diving bells; and

(3) Crane operators need to be aware that
helicopters require warm up before takeoff, a
two-minute cool down before shutdown, and cannot
circle for extended lengths of time because of fuel
consumption.

(b) It is recommended that when helicopters
are approaching, maneuvering, taking off, or running
on the heliport, cranes be shutdown and the operator
leave the cab. Cranes not in use shall have their
booms cradled, if feasible. If in use, the crane's
boom(s) are to be pointed away from the heliport and
the crane shutdown for helicopter operations.

(c) Pilots will not approach, land on,
takeoff, or have rotor blades turning on heliports of
structures not complying with the above practice.

(d) It is recommended that cranes on
offshore platforms, rigs, vessels, or any other
facility, which could interfere with helicopter
operations (including approach/departure paths):

(1) Be equipped with a red rotating
beacon or red high intensity strobe light connected
to the system powering the crane, indicating the
crane is under power;

(2) Be designed to allow the operator a
maximum view of the helideck area and should be
equipped with wide-angle mirrors to eliminate blind
spots; and

(3) Have their boom tips, headache balls,
and hooks painted with high visibility international
orange.

1. Background.
The interface of helicopters and tankers during
shipboard helicopter operations is complex and may be
hazardous unless appropriate procedures are coordinated
among all parties. The following recommended practices
are designed to minimize risks during helicopter/tanker
operations:

2. Recommended
Practices

(a) Management, flight operations
personnel, and pilots should be familiar with and
apply the operating safety standards set forth in
"Guide to Helicopter/Ship Operations", International
Chamber of Shipping, Third Edition, 5-89 (as amended),
establishing operational guidelines/standards and safe
practices sufficient to safeguard helicopter/tanker
operations.

(b) Appropriate plans, approvals, and
communications must be accomplished prior to reaching
the vessel, allowing tanker crews sufficient time to
perform required safety preparations and position crew
members to receive or dispatch a helicopter safely.

(c) Appropriate approvals and direct
communications with the bridge of the tanker must be
maintained throughout all helicopter/tanker
operations.

(d) Helicopter/tanker operations, including
landings/departures, shall not be conducted until the
helicopter pilot-in-command has received and
acknowledged permission from the bridge of the tanker.

(e) Helicopter/tanker operations shall not
be conducted during product/cargo transfer.

(f) Generally, permission will not be
granted to land on tankers during mooring operations
or while maneuvering alongside another tanker.

e. Helideck/Heliport
Operational Hazard Warning(s) Procedures

1. Background

(a) A number of operational hazards can
develop on or near offshore helidecks or onshore
heliports that can be minimized through procedures for
proper notification or visual warning to pilots.
Examples of hazards include but are not limited to:

(b) These and other operational hazards are
currently minimized through timely dissemination of a
written Notice to Airmen (NOTAM) for pilots by
helicopter companies and operators. A NOTAM provides a
written description of the hazard, time and duration
of occurrence, and other pertinent information. ANY
POTENTIAL HAZARD should be communicated to helicopter
operators or company aviation departments as early as
possible to allow the NOTAM to be activated.

(c) To supplement the existing NOTAM
procedure and further assist in reducing these
hazards, a standardized visual signal(s) on the
helideck/heliport will provide a positive indication
to an approaching helicopter of the status of the
landing area. Recommended Practice(s) have been
developed to reinforce the NOTAM procedures and
standardize visual signals.

1. Background. A critical step in the oil well
completion process is perforation, which involves the
use of explosive charges in the drill pipe to open the
pipe to oil or gas deposits. Explosive charges used in
conjunction with perforation operations offshore can
potentially be prematurely detonated by radio
transmissions, including those from helicopters. The
following practices are recommended.

2. Recommended
Practices

(a) Personnel
Conducting Perforating Operations. Whenever perforating operations are
scheduled and operators are concerned that radio
transmissions from helicopters in the vicinity may
jeopardize the operation, personnel conducting
perforating operations should take the following
precautionary measures:

(1) Notify company aviation departments,
helicopter operators or bases, and nearby manned
platforms of the pending perforation operation so
the Notice to Airmen (NOTAM) system can be activated
for the perforation operation and the temporary
helideck closure.

(2) Close the deck and make the radio
warning clearly visible to passing pilots, install a
temporary marking (described in subparagraph
10-2-1i1(b)) with the words "NO RADIO" stenciled in
red on the legs of the diagonals. The letters should
be 24 inches high and 12 inches wide. (See FIG
10-2-1.)

(3) The marker should be installed during
the time that charges may be affected by radio
transmissions.

(b) Pilots

(1) Pilots when operating within 1,000
feet of a known perforation operation or observing
the white X with red "NO RADIO" warning indicating
perforation operations are underway will avoid radio
transmissions from or near the helideck (within
1,000 feet) and will not land on the deck if the X
is present. In addition to communications radios,
radio transmissions are also emitted by aircraft
radar, transponders, radar altimeters, and DME
equipment, and ELT's.

(2) Whenever possible, make radio calls
to the platform being approached or to the Flight
Following Communications Center at least one mile
out on approach. Ensure all communications are
complete outside the 1,000 foot hazard distance. If
no response is received, or if the platform is not
radio equipped, further radio transmissions should
not be made until visual contact with the deck
indicates it is open for operation (no white "X").

1. Background. Hydrogen sulfide (H2S)
gas: Hydrogen sulfide gas in higher concentrations
(300-500 ppm) can cause loss of consciousness within a
few seconds and presents a hazard to pilots on/near
offshore helidecks. When operating in offshore areas
that have been identified to have concentrations of
hydrogen sulfide gas, the following practices are
recommended.

2. Recommended
Practices

(a) Pilots

(1) Ensure approved protective air packs
are available for emergency use by the crew on the
helicopter.

(2) If shutdown on a helideck, request
the supervisor in charge provide a briefing on
location of protective equipment and safety
procedures.

(3) If while flying near a helideck and
the visual red beacon alarm is observed or an
unusually strong odor of "rotten eggs" is detected,
immediately don the protective air pack, exit to an
area upwind, and notify the suspected source field
of the hazard.

(1) If presence of hydrogen sulfide is
detected, a red rotating beacon or red high
intensity strobe light adjacent to the primary
helideck stairwell or wind indicator on the
structure should be turned on to provide visual
warning of hazard. If the beacon is to be located
near the stairwell, the State of Louisiana "Offshore
Heliport Design Guide" and FAA Advisory Circular AC
150/5390-2A, "Heliport Design Guide," should be
reviewed to ensure proper clearance on the helideck.

(2) Notify nearby helicopter operators
and bases of the hazard and advise when hazard is
cleared.

(3) Provide a safety briefing to include
location of protective equipment to all arriving
personnel.

(4) Wind socks or indicator should be
clearly visible to provide upwind indication for the
pilot.

1. Background. Ignited flare booms can release a
large volume of natural gas and create a hot fire and
intense heat with little time for the pilot to react.
Likewise, unignited gas vents can release reasonably
large volumes of methane gas under certain conditions.
Thus, operations conducted very near unignited gas vents
require precautions to prevent inadvertent ingestion of
combustible gases by the helicopter engine(s). The
following practices are recommended.

2. Pilots

(a) Gas will drift upwards and downwind of
the vent. Plan the approach and takeoff to observe and
avoid the area downwind of the vent, remaining
as far away as practicable from the open end of the
vent boom.

(b) Do not attempt to start or land on an
offshore helideck when the deck is downwind of a gas
vent unless properly trained personnel verify
conditions are safe.

3. Oil Field
Supervisors

(a) During venting of large amounts of
unignited raw gas, a red rotating beacon or red high
intensity strobe light adjacent to the primary
helideck stairwell or wind indicator should be turned
on to provide visible warning of hazard. If the beacon
is to be located near the stairwell, the State of
Louisiana "Offshore Heliport Design Guide" and FAA
Advisory Circular AC 150/5390-2A, Heliport Design
Guide, should be reviewed to ensure proper clearance
from the helideck.

(b) Notify nearby helicopter operators and
bases of the hazard for planned operations.

(c) Wind socks or indicator should be
clearly visible to provide upward indication for the
pilot.

1. Background. A white "X" marked diagonally from corner
to corner across a helideck or heliport touchdown area
is the universally accepted visual indicator that the
landing area is closed for safety of other reasons and
that helicopter operations are not permitted. The
following practices are recommended.

(a) Permanent
Closing. If a helideck or
heliport is to be permanently closed, X diagonals of
the same size and location as indicated above should
be used, but the markings should be painted on the
landing area.

NOTE-
White Decks: If a helideck is painted white, then
international orange or yellow markings can be used
for the temporary or permanent diagonals.

(b) Temporary Closing.
A temporary marker can be
used for hazards of an interim nature. This marker
could be made from vinyl or other durable material in
the shape of a diagonal "X." The marker should be
white with legs at least 20 feet long and 3 feet in
width. This marker is designed to be quickly secured
and removed from the deck using grommets and rope
ties. The duration, time, location, and nature of
these temporary closings should be provided to and
coordinated with company aviation departments, nearby
helicopter bases, and helicopter operators supporting
the area. These markers MUST be removed when the
hazard no longer exists.
(See FIG 10-2-2.)

1. Background. Mid-air collisions constitute a
significant percentage of total fatal offshore
helicopter accidents. A method of reducing this risk is
the use of coordinated VFR cruising altitudes. To
enhance safety through standardized vertical separation
of helicopters when flying in the offshore environment,
it is recommended that helicopter operators flying in a
particular area establish a cooperatively developed
Standard Operating Procedure (SOP) for VFR operating
altitudes. An example of such an SOP is contained in
this example.

2. Recommended
Practice Example

(a) Field
Operations. Without
compromising minimum safe operating altitudes,
helicopters working within an offshore field
"constituting a cluster" should use altitudes not to
exceed 500 feet.

(d) Landing Lights.
Aircraft landing lights
should be on to enhance aircraft identification:

(1) During takeoff and landings;

(2) In congested helicopter or fixed wing
traffic areas;

(3) During reduced visibility; or,

(4) Anytime safety could be enhanced.

k. Offshore Helidecks/Landing
Communications

1. Background. To enhance safety, and provide
appropriate time to prepare for helicopter operations,
the following is recommended when anticipating a landing
on an offshore helideck.

2. Recommended
Practices

(a) Before landing on an offshore helideck,
pilots are encouraged to establish communications with
the company owning or operating the helideck if
frequencies exist for that purpose.

(b) When impracticable, or if frequencies
do not exist, pilots or operations personnel should
attempt to contact the company owning or operating the
helideck by telephone. Contact should be made before
the pilot departs home base/point of departure to
advise of intentions and obtain landing permission if
necessary.

NOTE-
It is recommended that communications be established a
minimum of 10 minutes prior to planned arrival time.
This practice may be a requirement of some offshore
owner/operators.

NOTE-1. See
subparagraph 10-2-1d for Tanker Operations.

2.Private use Heliport. Offshore
heliports are privately owned/operated facilities and
their use is limited to persons having prior
authorization to utilize the facility.

l. Two (2) Helicopter
Operations on Offshore Helidecks

1. Background. Standardized procedures can enhance
the safety of operating a second helicopter on an
offshore helideck, enabling pilots to determine/maintain
minimum operational parameters. Orientation of the
parked helicopter on the helideck, wind and other
factors may prohibit multi-helicopter operations. More
conservative Rotor Diameter (RD) clearances may be
required under differing condition, i.e. temperature,
wet deck, wind (velocity/direction/gusts), obstacles,
approach/departure angles, etc. Operations are at the
pilot's discretion.

2. Recommended
Practice. Helideck size,
structural weight capability, and type of main rotor on
the parked and operating helicopter will aid in
determining accessibility by a second helicopter. Pilots
should determine that multi-helicopter deck operations
are permitted by the helideck owner/operator.

3. Recommended
Criteria

(a) Minimum
one-third rotor diameter clearance (1/3
RD). The landing helicopter
maintains a minimum 1/3 RD
clearance between the tips of its turning rotor and
the closest part of a parked and secured helicopter
(rotors stopped and tied down).

(b) Three foot
parking distance from deck edge (3').
Helicopters operating on an offshore helideck land or
park the helicopter with a skid/wheel assembly no
closer than 3 feet from helideck edge.

(c) Tiedowns.
Main rotors on all helicopters that are shut down be
properly secured (tied down) to prevent the rotor
blades from turning.

(d) Medium (transport) and larger
helicopters should not land on any offshore helideck
where a light helicopter is parked unless the light
helicopter is property secured to the helideck and has
main rotor tied down.

(e) Helideck owners/operators should ensure
that the helideck has a serviceable anti-skid surface.

NOTE-
Some offshore helideck owners/operators have
restrictions on the number of helicopters allowed on a
helideck. When helideck size permits, multiple (more
than two) helicopter operations are permitted by some
operators.

NOTE-
Certain operators prohibit HRR, or "hot refueling," or
may have specific procedures for certain aircraft or
refueling locations. See the General Operations Manual
and/or Operations Specifications to determine the
applicable procedures or limitations.

2. Recommended
Practices

(a) Only turbine-engine helicopters fueled
with JET A or JET A-1 with fueling ports located below
any engine exhausts may be fueled while an onboard
engine(s) is (are) operating.

(b) Helicopter fueling while an onboard
engine(s) is (are) operating should only be conducted
under the following conditions:

(1) A properly certificated and current
pilot is at the controls and a trained refueler
attending the fuel nozzle during the entire fuel
servicing process. The pilot monitors the fuel
quantity and signals the refueler when quantity is
reached.

(2) No electrical storms (thunderstorms)
are present within 10 nautical miles. Lightning can
travel great distances beyond the actual
thunderstorm.

(3) Passengers disembark the helicopter
and move to a safe location prior to HRR operations.
When the pilot-in-command deems it necessary for
passenger safety that they remain onboard,
passengers should be briefed on the evacuation route
to follow to clear the area.

(4) Passengers not board or disembark
during HRR operations nor should cargo be loaded or
unloaded.

(5) Only designated personnel, trained in
HRR operations should conduct HRR written
authorization to include safe handling of the fuel
and equipment. (See your Company Operations/Safety
Manual for detailed instructions.)

(6) All doors, windows, and access points
allowing entry to the interior of the helicopter
that are adjacent to or in the immediate vicinity of
the fuel inlet ports kept closed during HRR
operations.

(7) Pilots insure that appropriate
electrical/electronic equipment is placed in
standby-off position, to preclude the possibility of
electrical discharge or other fire hazard, such as
[i.e., weather radar is on standby and no radio
transmissions are made (keying of the
microphone/transmitter)]. Remember, in addition to
communications radios, radio transmissions are also
emitted by aircraft radar, transponders, radar
altimeters, DME equipment, and ELT's.

(8) Smoking be prohibited in and around
the helicopter during all HRR operations.

Any activity associated
with rotors turning (i.e.; refueling
embarking/disembarking, loading/unloading baggage/freight;
etc.) personnel should only approach the aircraft
when authorized to do so. Approach should be made via safe
approach path/walkway or "arc"- remain clear of all
rotors.